Gas-engine



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C. SIN'TZ. GAS ENGmEl` No. 383,775. Patented May Z9. 1888.

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GAS ENGINE.

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No. 383,775. Patented May 29, A1888.

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No. 388,775. Patented May 29, 1888.

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'iinrrnn STATES CLARK SINTZ, OF SPRINGFIELD, OHIO.

GAS-ENGINE.

l@PECIEICHINON forming part of Letters Patent No. 383.775, dated May 29,1888.

Application liled November 30, 1587. Serial No. 256,488. (No model.)

To all whom t may concern:

Be it known that I, CLARK SrN'rz, a citizen of the United States,residing at Springfield, in the county of Clark and State of Ohio, haveinvented certain new and useful Improvements in GasEngincs, of which thefollowing is a specification, reference being had therein to theaccompanying drawings.

This invention relates to improvements in gas-engines, and is designedwith special reference to the employment of carbureted air commingledwith the proper proportion of atmospheric air as the explosive andmotive agent.

There are several cardinal principles or characteristics which are ofprimary importance in practically carrying out this invention, amongwhich are the following:

First. That of utilizing the cylinder and a differential piston as anair pump, and in opernting an air or vapor pump proper in conjunctiontherewith whose supply of air is had through an interposed carbnretingagent-as gasoline-and in connecting the cylinder and pumpwith a commonreceiving-chamber in which the two products, atmospheric air andcarbureted air, can commingle and the resulting product flow into thecylinder back of the piston.

Second. That of breaking therelcctric circuit Which furnishes theigniting-spark proportionatel y quicker as compared to the speed of thehalancewheel when the engine is first started than after the enginehasbeen running a while, for the purpose, as I have ascertained by trial,of more certainly creating` a spark than when the circuit is brokenslowly.

Third. That of holding the evhaustport open longer when the engine isfirst started than after it has been run a few minutes, so as to in thebeginning get rid of a part of theincoming charge and prevent resistanceto the return movement of the piston'.

Fourth. That of exploding the motive agent as the crank is just on orreaching the deadcentcr on the back or return stroke, so as to partiallyutilize the explosive force in arresting the momentum ot' the piston inovercoming the resulting inertia and in reversing its movement, and soas to fully utilize the explosive force as well at the beginning of theoutstroke as during the full period of that stroke by the expansibilityof the exploded charge acting with continued force against the piston.

Fifth. That of closing the exhaustport by the time the piston reachesmidway its returnstroke, for the purpose of allowing the greater portionof the exploded product to escape from the cylinder during the incomingof the explosive charge, the latter acting, as I have ascertai ned bytrial, to thus expel said product.

the dynamo; Fig. 5, a sectional view thereof l and of the engine-shaft;Fig. 6, a horizontal sectional viewV of the cylinder, the piston, andcarbureting-chamber, showing some of the parts in plan; Fig. 7, a detailtransverse sectional view of the exhaust shell, showing its valve inelevation; Fig. 8, a vertical sectional view of the cylinder, thepiston, the mixingchamber, and the frame, showing some of the parts inside elevation; Fig. 9, a longitudinal sectional View of themixingchamber, showing the atmospheric-air and carbureted` air pipes;Fig. 10, a vertical` sectional view ofthe pump, showing the piston,connecting-rod, and check-valvesyFig. 11, a detail, View of thecircuitbreaker in elevation and section.;- Fig. 12, a side elevation ofthe circuit-breaker and its operating-lever; Fig. 13, a detail plan viewof the circuit breaker cross-head; Fig. 14, a sectional View ofthe mainshaft and rockingarm shaft, and aside elevation ofthe circuit-breakingcam,the rocking arm, its pitman, and the adjusting-lever; Fig. 15, aplan view ot' a portion of the engine-bed, the main shaft, the camsthereon, the rocking arms, and their adjusting-lever; Fig. 16, Varearelevation of the rocking arms, their supporting-shaft, and a portion ofthe engnefbed in section; Fig. 17, a similar View to Fig. 14 of theexhaust-cam, the rocking arm, its connecting-rod, and itsadjusting-lever; Fig. 18, a plan View of the exhaust-cam, and Fig. 19 aperspective view thereof.

The letter A designates the frame or bed of the engine, and the letter Bthe cylinder, both being constructed in one piece, or separately andsecured together. The cylinder is provided with a cylindrical extension,C, which forms that part of the cylinder in which the smaller portion ofthe piston reciproeates. The water-space D is also formed round thecylinder, and an oil-cup is tted thereon at E. It will be observed thatthe forward end of the cylinder is open, while the rear end is stronglyclosed by a cap or head, F, of peculiar construction, secured by boltsand nuts in the usual way, or otherwise secured. The inlet-passage G ofthe motive agent is made through this head or cap, as more clearly seenin Fig. 6, with which passage the pipe H connects. This pipe alsoconnects with the mixing-chamber I, as clearly seen in Figs. 2 and 8.The said passage is provided with a checkvalve of the ordinary or anyapproved construction, as seen in the dotted lines in Fig. 2. This valverises when the agent is passing from the miXing-chamberinto thecylinder, but automatically closes against the return of said agent. Tothe cap F is secured the exhaust- .valve shell J by the bolts K, orotherwise, as seen in Fig. 6. The passage L in this shell forms theexhaust-port, which leads through an opening, M, in the head F into thathead, and thence into the cylinder. The proper valve-seat is formedwithin the port L for the exhaust-valve N, the stem O of which isprovided with a spiral spring, l?, which serves to hold the valve-headnormally down against its seat.

In an opening in the head F, I snugly fit a bushing, Q, bored out toreceive a non-conducting medium, R-as asbestus-in which is fitted aconductor, S, connected by a wire, T, with one pole of a dynamo,hereinafter to be spoken of. This conductor has a contact terminal, U,also insulated from the bushing Q. The bushing Q is also bored toreceive a reciprocating conductor, V, having a terminal contact at W.,and provided with a spiral spring, X, whose function is that of drawingthe terminal W normally down into intimate contact with the terminal U.Secured to the terminal V is a cross-head, Y, having a lug, Z, withwhich the operating-lever engages,` and slidingly iittedto a guide-rod,A', secured to the bushing Q. To the cross-head Y is also' connected awire, B', which runs to the other pole of the dynamo.

I will hereinafter refer to the mechanism which lifts the exhaust-valveand the circuitbreaker, for it will be understood that thedynamo-circuit remains normally closed.

The exhaust-pipe C' is connected with the shell J, as seen in Fig. 3. Ihave already referred to the mixing-chamber I. This consists of ametallic cylinder of suitable dimensions,

preferably placed crosswise of the cylinder and beneat-hthe same, asclearly seenin Figs. l, 2, and 8. A pipe, D', leads from this chamber tothe air-port E' in the cylinder (see Figs. 2, 6, and 9) through thevalve-shell F'. This shell is provided with the valves G', by which,when the piston in the cylinder makes its backstroke, air is admittedinto the passage E', and by which, when the piston makes its forwardstroke, air is ejected through the passage E', is prevented from escape,and directed into the pipe D'. From these remarks it will be understoodthat the differential piston H'in conjuncture with the forward part ofthe cylinder constitutes an air-pump by which the mixingchamber I issupplied with atmospheric air, which is one ingredient of the motiveagent, and is the one which determines the explosive tendency and forceof that agent, these things being regulated by the quantity ofearbureted air which enters the chamber as compared to the atmosphericair which enters it.

The letter I' refers to the connecting-rod between the piston and thecrank in the crankshaft J'. The connection between the piston and thisrod may be of any desired form, but consists in the present instance ofa bolt, K', fitted to openings in the piston and to an eye in the rod.(See Fig. 6.) An actuating-rod, L', is connected with the rod I', andwith. a crank, M', of a rock-shaft, N', carrying a slotted crank, O'. Tothis latter crank is adjustably connected (so as to determine-its throw)a connecting-rod, P', (see Fig. 1,) which actuates the plunger of apump, Q'. (See Fig. 10.) This pump, which is of the ordinaryconstruction, is secured to the bed or frame A, and provided withcheck-valves R', which act as usual in pumps of this kind. These valvesare carried by'avalve-shell, S', having a pumpport, T', and inlet andoutlet ports U' and V'. The former of these ports connects through asuitable pipe, W', with the carbureting-tank X' above the level of thecarbureting-liquid. The governor Y', of any approved construction,controls the communication between the tank X' and the pump by means ofthe usual governor eut-off, motion being imparted to the governorthrough a belt, Z', and a pulley, a, secured tothe crank-shaft. (SeeFig. 1.) The latter outlet V' of the valve-shell S' communicates througha suitable pipe, b, with the mixing-chamber I.

It will be observed that when the piston of the engine makes itsback-stroke it draws air into the cylinder, while during this movementthe piston of the pump forces the contents thereof into themixing-chamber; and, also, that whenthe engine-piston makes its forwardstroke it expels the air 'from the cylinder and into the mixing-chamber,while at the same time the pump draws in a quantity of earbureted airfrom the carbureting-tank X. Thus -it will be seen that atmospheric airand carbureted air are alternately introduced into the mixing-chamber.To effect a more thorough intermixing of these two constituents of theIIO motive agent, I extend the pipe D through an extension, c, nearly through the mixing-chamber and opposite the end of the pipe b. The

'air rushing from the pipe c somewhat enters the pipe b, and alsostrikes the end ofthe mixing-chamber and is deiiected back into thechamber, while the carbureted air rushing from the pipe Z1 somewhatenters the pipe c and also spreads into the chamber. Thus any tendencyofstratification in the ingredients of the motive agentis effectual] yovercome. The carburetingtank is preferably formed of eastiron andaffords a convenient formation for the frame A, as seen in Fig. 1. Aninlet-pipe, e, having a cock, f, is supplied, as also several cocks, g,to determine the height of the carbureting-liquid. An inlet-pipe, h,communicates with the interior of the tank near the bottom thereof andextends somewhat above the highest level of the earbureting-liquid. Thusit will be seen that when the pump is in operation it draws atmosphericair through the pipeY lz into and through the liquid, thus carburetingit. I prefer to use gasoline, as I find it suits the purpose admirably,the present engine having been operated by it and used to` run themachinery of a shop for a considerable period of time. In instanceswhere a carbu` reting-liquid is dispensed with and gas used the tank Xconstitutes a convenient receiver therefor, the gas-su ppl y pipe beingcon neeted, if desired, with the pipe hf.

I will now refer to the means for actuating the exhaust-valve andcircuit-breaker.

The letter fi (see Figs. l and 2) designates a stout metallic platesecured to the cylinder and cap, and supporting short fixed shaftsj andk, upon which arc pivotnlly mounted two hellcrank levers, Z and m, thelower members of which respectively engage the exhaust-valve stemand thecross-head ofthe circuit-breaker, while to their upper ends areconnected actuating-rods a and o. These rods connect, respectively, withthe rocking arms p and q, pivotally mounted upon a short fixed shaft, r,secured to the frame A. (See Fig. 16.) These arms are placed between theeyes s s oi'a slotted lever, t. (SeeFigs. laud I6.) By moving thisleverin the direction of the crank-shaft of thel engine the rocking armsp and q are adjusted opposite the difi'ereut carnfaces of the earns uand`v. These cams are in the form of rings, secured rigidly to theengineshaft, and are for the purpose of actuating the rocking arms, soas to operate the hell-eran ks Z and k th rough the rods aand o. l havealready spoken of holding the exhaust-valve open longer -when the engineis first started, and of breaking the eircuit quicker at that time thanafter the engine has been operating a few minutes. The reason for doingthis is that by so keeping the exhaust-valve open so much of theresiduum of the explosion escapes as not to offer much resistance to thereturn stroke of the piston; andthe reason for so breaking the circuitis to more certainly cause a spark to ily from the contact-points,whereby the explosive rection ofthe arrow shown in Fig. 4.

agent is more effectively ignited. The cams to secure these ends areconstructed as follows: The cam u, which aetuates the exhaust-valve, hastwo camsurfaces of different lengths, one extending from l to 2 and theother from I to 3. The surface 1 to 2 has a head-incline, 4, and atail-incline, 5, while the surface l to 3 has a tail-incline, 6. Thus itwill be observed that when therocking armp or its anti-friction rollerpis ruiming on the surface lt to 2, as in Fig. l5, (in which it isjustleaving the tail-ineline 5,) the exhaust-valve will beheld open ashorter length of time than when it is ruuning upon the surface l to 3.The cam v, which actuates the circuit-breaker, hasa single cam-surface,7, with a tail-incline, 8, but two head-inclines, 9 and I0, at differentangles, the incline 10 being more abrupt than the incline 9. Thus whenthe incline 9 strikes the rocking' arm g (as it is about to do in Fig.15) it will not actuate it so quickly and will not break the circuit soquickly as when it is actuated by the incline 10. The position of camswith respect to the rocking arms, as shown in Fig. 15, is that in whichthey are placed after the engine has been well started. When, however,the engine is first started, the engineer takes hold of the levert anddraws it in the direction of the arrow, Fig. l5. This slides the rockingarms p and q on the shaft r until they stand, respectively, opposite thehead-incline 10 and the surface l to 3 and the head-ineline 4. The barfw serves as a guide of the handle t.

The letter n. designates the fly-wheel, and b the belt-pulley, and c' adriving-pulley for actuating the dynamo, which supplies the current toignite the explosion. The belt clpasses from the pulley c over thepulley e', over the dynamo-pulley, and under a guide-roller,f.

The dynamo has to be turned lrapidly to` produce a current. As theengine-shaft revolves too slowly forthis purposein the start, a crank orother means is 'applied to the pulley e to rotate it and the pulley c',mounted independently upon the engine shaft in the di- A convenient formof crank is that shown in Fig. 2, in which the socket fits over theshaft and the finger projects between the spokes of the pulley e'. Theclutch-connection between the pulley c and the engine-shaft consists ofa sliding pin, g', fitted in one of the spokes of the pulley andprojected into a recess, h', in the shaft by a spring, t'. This recessis shown in Fig. 4 as inclined at one side, so as to allow the pin topass out of it when the wheel is turned in the direction of the arrow.This is the direction in which it is turned when operated by the crankabove mentioned. Vhen or any approved construction, and is discon- Thewires B and T respectively nected atj.

IIO

connect with the field and brush magnets of the dynamo.

It is to be observed that the ca m c, which actuates thecircuit-breaker, is so placed with relation to the crank in theengine-shaft that as the crank is just on or reaching the deadcentcr inthe back or return stroke the circuit is broken, the spark produced, thecharge ignited, and the explosion effected. The result of this is, asalready suggested, to partially utilize the explosive force forarresting the momentum of the piston, for overcoming the inertia of thepiston as it proceeds to make its outward stroke,and also to fullyutilize the eX- plosive force at the beginning ofthe outstrokc, as wellas to utilize the cxpansibility ofthe eX- ploded charge during the fullperiod of that stroke, as the charge under the operation of theexpansibility constantly forces the piston outward. The piston isrelieved on the return-stroke by the exhaust-port being open during theiirst half of that stroke.

There are various modifications in the arrangement and construction ofthe invention, and I therefore wish to be understood as not confiningmyself to lthe particular arrangement shown and the means employed andhere described.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1.4 In a gas-engine, the combination, with the cylinder and adifferential piston, ofa mixing-chamber in communication with thecylinder, an inlet passage to the cylinder, also communicating with saidchamber, a pump communicating with said chamber and with the atmospherethrough a carbureting-chamber and carbureting material, a suitable eX-haust-port, an igniting device, and the engineshaft and its adjunctsoperatively connected with the piston and pump.

2. In a gas-engine, the combination, with the cylinder, a differentialpiston, a mixingchamber, two valves, one opening toward the cylinder andthe other from it, and a cylinder'- inlet passage communicating withsaidchamber and having a valve opening toward the cylinder, of acarbureting-tank, a pump communicating with the atmosphere through saidtank and communicating with said chamber,

Y and governor mechanism controlling the communication between said tankand pump, and the engine adjuncts which actuate said piston, pump, andgovernor.

3. In a gas-engine, the combination, with an electrical generator, and acircuit leading into the cylinder and having contact-points within thesame, of slow and quick actuating mechanism connected with one of saidcontactpoints, for the purpose described.

4. In a gas-engine, the combination, with a cylinder, an electricalgenerator, and its circuit leading into the cylinder and havingcontactpoints within the cylinder, of the engineshaft, a slow and quickactuating-cam operated by the said shaft, and intermediate mechanismactuated by the cam and connected with one of said contacts, whereby thecircuit is broken with different degrees of rapidity.

5. In a gas-engine, the combination, with the cylinder, a dynamo, itscircuit composed in part of a fixed insulated rod projected into thecylinder, and a reciprocating rod also projected into the cylinder andhaving a holdingdown spring and contacts between said rods, of a pivotedbell-crank lever engaging the reciprocating rod, a rocking arm connectedto the bell-crank lever, the engine-shaft, and a cam thereon, whichactuates thc rocking arm and having two headinclines, one of which ismore abrupt than the other.

6. In a gas-engine, a cam for actuating an exhaust-valve, provided withhead and tail inclines and a long and short surface between saidinclines.

7. In a gas-engine, a cam for actuating a circuit-breaker, having twohead-inclines, one of which is more abruptthan the other.

8. In a gas-engine, the combination, with the main shaft and two cams,one of which has two head-inclines, one more abrupt than the other, andthe other of which cams has a long and a short cam-surface, of twopivoted rocking arms slidingly mounted, and an adjustinglever therefor,whereby said arms are adjustable opposite the respective head-inclinesand cam-surfaces. Y 9. In a gas-engine, the combination, with amixing-chamber, of two pipes connected therewith, one of which extendsnear the opposite wall of the chamber from which it enters a terminus inproximity to the other pipe.

In testimony whereof I affix my signature in presence of two witnesses.

CLARK SINTZ.

Vitnesses:

Jas. H. MAHAN, A. A. YEATMAN.

